Commentary

Commentary

The JOC today formally introduces what we call the Port Productivity project, the result of a five-year effort to translate casual industry understanding into cold, hard numbers. The specific focus is berth productivity achieved at ports and terminals worldwide — a measurement of the speed at which container ships are unloaded, loaded and sent back to sea.
The most obvious conclusion when looking at data revealed in the launch of the JOC’s Port Productivity project is neither surprising nor unexpected: Container ports and terminals in Asia, primarily China, and the Middle East dominate their global counterparts in getting a ship, regardless of size, in and out of port as quickly as possible.
Trucking seems an unlikely candidate for technological transformation. It is, after all, literally where the rubber meets the road. But the latest changes to federal hours of service rules may be the catalyst trucking needs.
An importer of specialty goods asks about loss claims on international shipments. Would a shipper get the sales price that it would have had if the goods had been delivered?
Under the new hours of service rules, even small delays could turn a two-day trip into a three-day one, as DAT's Mark Montague demonstrates.
How bad has this summer been at the Port of New York and New Jersey? So bad that some truckers are comparing its impact with Hurricane Sandy.
Anyone who followed the heated back-and-forth of the recent International Longshoremen’s Association contract negotiations might wonder how the two sides could ever work together. Truth is, they have no choice.
With court rulings on motor carrier liability limits a mixed bagged, shippers are advised to negotiate tariff limits of liability.
Inside the Beltway, transportation and logistics rarely appear to be priority considerations affecting Cabinet appointments or congressional committee assignments. Although supply chain issues impact foreign relations, national and homeland security and finance, they simply don’t garner the same attention.
As the container shipping market sizes up the impact of the P3 alliance among Maersk, MSC and CMA CGM, some key themes are emerging: Don’t expect a reduction in capacity, don’t expect any less competition, expect more commoditization of service.
A shipper seeks advice after receiving a bill from a vendor and one from a motor carrier. The vendor has closed down; the shipment moved prepaid but the carrier never received its money.
Unlike the good old days when there was an abundance of bank loans, investors and lenders attending Marine Money Week in June in New York were looking at all kinds of new instruments that could secure their investments against the kind of loan losses that wrecked the balance sheets of European ship finance banks over the last few years.
News of the world's three largest container carriers — Maersk Line, Mediterranean Shipping Co. and CMA CGM — collaborating in a significant operating alliance in the three major east-west trades brings questions of "Why? Why now?"
Russia’s insular transportation industry is belatedly opening up to the outside world as the nation’s thirst for imported goods slots it into global supply chains.